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A GPS navigation receiver with a moving map provides exceptional situational awareness for terrain
and obstacle avoidance.
Training for an emergency transition to IFR should
include full and partial panel instrument flight,
unusual attitude recovery, ATC communications, and
instrument approaches. If an ILS is available and the
helicopter is equipped, an ILS approach should be
made. Otherwise, if the helicopter is equipped with
an IFR approach-capable GPS receiver with a current database, a GPS approach should be made. If
neither an ILS nor GPS procedure is available use
another instrument approach.
Upon entering inadvertent IMC, priority must be given
to control of the helicopter. Keep it simple and take one
action at a time.
• Control. First use the wings on the attitude indicator to level the helicopter. Maintain heading
and increase to climb power. Establish climb airspeed at the best angle of climb but no slower
than V MINI .
• Climb. Climb straight ahead until your crosscheck is established. Then make a turn only to
avoid terrain or objects. If an altitude has not been
previously established with ATC to climb to for
inadvertent IMC, then you should climb to an
altitude that is at least 1,000 feet above the highest known object, and that allows for contacting
ATC.
• Communicate. Attempt to contact ATC as soon
as the helicopter is stabilized in the climb and
headed away from danger. If the appropriate
frequency is not known you should attempt to
contact ATC on either VHF 121.5 or UHF
243.0. Initial information provided to ATC
should be your approximate location, that inadvertent IMC has been encountered and an
emergency climb has been made, your altitude,
amount of flight time remaining (fuel state),
and number of persons on board. You should
then request a vector to either VFR weather
conditions or to the nearest suitable airport/heliport that conditions will support a successful
approach. If unable to contact ATC and a
transponder code has not been previously
established with ATC for inadvertent IMC,
change the transponder code to 7700.
3
A radio altimeter is a necessity for alerting the pilot when inadvertently going below the minimum altitude. Barometric altimeters are subject to inaccuracies that become important in helicopter IFR operations, especially in cold temperatures. (See Appendix B.)
7-18
IFR HELIPORTS
Advisory Circular 150/5390-2, Heliport Design, provides recommendations for heliport design to support
non-precision, approach with vertical guidance (APV),
and precision approaches to a heliport. When a heliport
does not meet the criteria of this AC, FAA Order
8260.42, Helicopter Global Positioning System (GPS)
Nonprecision Approach Criteria, requires that an
instrument approach be published as a SPECIAL
procedure with annotations that special aircrew qualifications are required to fly the procedure. Currently
there are no operational civil IFR heliports in the U.S.
although the U.S. military has some nonprecision and
precision approach procedures to IFR heliports.
A-1
EVOLUTION OF AIRBORNE
NAVIGATION DATABASES
There are nearly as many different area navigation
(RNAV) platforms operating in the National Airspace
System (NAS) as there are aircraft types. The range of
systems and their capabilities is
greater now than at any other time
in aviation history. From the simplest panel-mounted LOng RAnge
Navigation (LORAN), to the moving-map display global positioning
system (GPS) currently popular for
general aviation aircraft, to the
fully integrated flight management
system (FMS) installed in corporate and commercial aircraft, the
one common essential element is
the database. [Figure A-1]
RNAV systems must not only be
capable of determining an aircraft’s position over the surface of
the earth, but they also must be
able to determine the location of
other fixes in order to navigate.
These systems rely on airborne
navigation databases to provide
detailed information about these
fixed points in the airspace or on
the earth’s surface. Although, the
location of these points is the primary concern for navigation, these
databases can also provide many
other useful pieces of information
about a given location.
HISTORY
In 1973, National Airlines installed the Collins ANS70 and AINS-70 RNAV systems in their DC-10 fleet;
this marked the first commercial use of avionics that
required navigation databases. A short time later, Delta
Air Lines implemented the use of an ARMA
Corporation RNAV system that also used a navigation
　
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